Throttle control for gas engines and the like



March '80 1926. 1,578,887

J. T. FROST THROTTLE CONTROL FOR GAS ENGINES AND THE LIKE Filed oat, '7, 1924 IN VEN TOR.

ATTORN 6 Patented Mar, 30, 1926, i

i UNITED strewn, mmmsom, A, coasomnimn 01 5 JOHN T. mdsT-,1bmewmmiwes massieme To Chaim inc woegsgor 30mm common ron'eA-s mem s AND 'TjeEfmg 1 Application 'filedbctober 7, 1924. semi lite; 7432,5261,

1'0 all wizvom it 'nmy concern: I

Be it known that I, JOHN T. FROST, a citi- Zen'of the United States, and are'sidentiof "DLllLltll*,- COLlIl ty Of St. Louis, andStat'e-of Minnesota, have invented a new and useful Improvement'in Throttle Controls for Gas En ines and the like, or whieh the follow-.

ingis a specification, the principleof the invention being herein explained and the bestmode in which I havecon'templated ap- I plying that principle, so as engine It is of course quite common to provide an engine ofthis type with an; automatic governon-the 'efi'ectl offwhic' h is so to control the throttle valve and thus the supply of fuel to the engine-as to maintain a substantially constant speed. However, invarious fields of use it becomes desirable to provide, a's'indicated, means whereby the operator can assume control temporarily to, speed up the engine during'some special stage of operation, or conversely to decelerate the speed as for, idling when it is desirable to maintain the engine running but with a minimunrcoiisumption of fuel.

' To the accomplishment of the foregoing and 'relatd ends, the invention, then, con- 'sists of the means hereinafter fully described and 'particula'rly pointed out the claircls, the annexed drawing and the following de. seription setting forth in detail certain I mechanism embodying the invention,; 'such disclosed means c'onstituting',howeyer, but one of var'ious mechanical j forms "in which the principle'of the invention maybe used. In said annexed drawing Fig. 1 is a side elevation, partly diagrammatic in character,v of certain essential parts of an internal combustion engine showing the present improved throttle control; and Fig. 2 is a front elevation of a portion of the control mechanism, viewing same from the right as shown in Fig. 1.

The control mechanism illustrated in the" engine speed of 1000 R. P. M., for example,

will be found desirable. At times, however, when the hoisting mechanism is not in use,

it will be desirable'to' have the-engine si fi idle ataj speedjroreiiample (if-200R. P. rather than to stopthe engine and then start it On the other hand, there will be ,7 0 occasions 1n theoperation-of the hoisting jmechani'sin when a speed higherftl1an "the normal speed' 'just indicated will be desirable, inwhich event it isiiecessary to accelerate the engine by opening I the throttle open-fit. y

In the specific'constructi'on illustrated, the only portions of the eng-i'ne' sh'ownare thecarburetor 1 and; the automatic governor a both of "\vl1ich are of standard construe tion, so that it is considered unnecessary to illustrate the same" in. detail; vLocated in"the -intake.manifoldg that leads from carburetor-:1 is the usual butterfly throttle valve (not shown) the stem 4 of suchv valve beingprovided with a lever 5 for operative purposes. The governor 2 is likewise provided with anoperatin'g armor lever 't} which is connected'byfmeans of a link 7 with the throttle lever 5, and as explaihed bqve, the governor will be set'to maintainthe throttle widen-than the governor would normally 6 5 7 valve in proper position to operatethe; en

'gine at a predeterminedsp'eed,

" Mou ted .a't-"a convenient oint-on th eugine,- fo'r example onthe radiator casing 8 1s a rock shaft 9, 1 such frock shaft be ng shown aslyingjust behind and extending transversely'across the radiator in order that the control mechanism about to be described 1 maybe located' on the opposite sideoffthe engine from that on which thecarburetor and governor are located, This shaft; 9 {is providedon such last mentioned side with a lever arm 10'whi'ch is connected by means of a link'11with the same throttle lever 5 -v'v'here'with link 7 is connected. The oppo- Sit nd of the haft is'bnt atrig'ht angles; to fornifan integral lever arm 121that p'rojets'forwardly short distance beyond the radiator 8, as shown'in' Fig- 1, and is received in a guide slot 13 formed in a 14 attached to the radiator housing. PIVOt lated in agcounter-clockwise direction to occupy the position shown in dotted ,Out-

V ally attached to the lower end of thisplate is a i i a cam 15 ofquadrant form, provided at one 1,

corner with an operating'handle or knob 16.

vin Fig. 2, butwhen desired, it may be oscil 10a late 7 line in said figure (see also full line and dotted positions in Fig. 1).

. device may now be-briefly set forth. The

positions in which the several parts of the device, and particularly the throttle lever 5,

governor lever 6 and control leverslO and 11 with respective connecting links, are

shown in full lines in Fig.v 1 are those occupied when the throttle is open, these positions being assumed when the operator presses manually downwardly on lever 12. Normally the parts occupy thepositions indicated by the dash lines a, the throttle valve in this condition of the device being under the control of the governor 2 The dot and dash lines 6, on the other hand, indicate the positions of the parts in question when the quadrant cam 15 has been raised into position to engage lever 12 and thereby raise the same above the position which it thus i normally occupies. 4

Theresult of such last mentioned operation will be to dccelerate the engine by more nearly closing the throttle valve than is the case when under normal control by governor 2. It will be noted that the cam 15 has sufficient frictional engagement with the lever 12 to remainin such decelerating position until it is positively returned toits inoperative position; also that by reason of the varying radius of the cam face, the idling speed at which the engine is held maybe slightly variedto suit conditions. When the quadrant cam 15 is in inoperative position, the engine may at any time be speeded up or accelerated by simply depressing lever 12 which will open the throttle beyond the point at which it is normally held by the governor.

From the foregoing description,'it will be seen that my device provides a very simple and convenient control supplementing without interfering with the action of the governor. Not only can the engine be readily accelerated toIany-speed above normal withinits range, but it can also be decelerated to any desired idling speed within the range of adjustment provided by the varying radius of quadrant cam 15. I

Other modes of applying the principle of my invention may be employed instead of the one explained, change being made as regards the mechanism herein disclosed, provided the means stated by any of the follow ing claims or the equivalentof such stated means be employed.

I therefore particularly point out and dis tinctly claim as my invention 1. In control mechanism for gasengines and the like, thecombination with a throttle valve and a governor normally maintaining able so as not to affect the operation of said governor; and means adapted to be swung into the path of said lever to prevent its movement for acceleration but permit any one of a number of engine decelerating po sitions. V 4 v 7 V V 2. Inv control mechanism for gas engines and the lllIG,lZ-l16 combination 'Wltll a throttle valve and a governor normally maintaining same in predetermined position; of a manually operable lever connected with said valve, whereby the setting oi the latter may be varied optionally to accelerate orfdecelerate' saidengine from governor maintained speed, said lever being ordinar ly freely novable'so as not to affect the operation of said governor; and f a cainmovable transversely of said lever and adapted toengage therewith to .retaintl'ie same in any one of a number of engine decelerating positions.

3. In control mechanism for gas engines and the like, the combination with. a throttle valve and a governor normally maintaining same iirpredetermined position; of a manually operable lever connected with said valve, wherebythe setting of the latter may bevaried optionally to accelerate-or decelerate said i speed; a plate formed with a slot wherein said lever is guided, the latter being ordinarily freely movable in such slot so as not ,to affectthe operation of said governor; and

a quadrant cam pivotally attached to said plate and adapted to be swung transversely of and into engagement withsaid lever so as to retain the same in anyone ofa number of engine decelerating positions.

Signed by me this 3rd day of October, 1924.

JOHN T. FROST.

engine from a governor maintained 

